Internal-combustion engine



L. C. JACKSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 9.1914. 1,314,487. Patented Au. 26,1919.

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L. C. JACKSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 9. 1914.

Patented Aug. 26, 1919.

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Mimirk L. C. JACKSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED NOV. 9,1914.

Patented Aug. 26, 1919.

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INTERN ALCOMBUSTION ENGINE.

Application filed November 9, 1914. Serial No.

To all whom it may concern Be it known that I, LUCIAN O. JACKSON, a citizen of the United States, residing at Buffalo, in the county of Erie and the State of New York, have invented or discovered certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, in which the power for driving the piston is derived from the burning within the cylinder of a suitable combustible mixture.

It has for its objects to produce an improved, durable and efficient engine, which will run at a high rate of speed and develop the maximum amount of power for a given amount of fuel consumed; a more efficient construction and arrangement of such engine in which the valve mechanism for controlling the contents of the combustion space shallbe positively acting at all speeds of said engine; in which the ports to said combustion chamber are not limited as to size by any consideration of an unbalanced pressure when opening and are quickly opened and closed and fully open for the maximum portion of the open period; in which said valve mechanism shall be so arranged that the pressures acting on said valve mechanism are balanced, thereby relieving the valve and valve actuating mechanism of undue strains and so increasing the mechanical efficiency, power output and economy of said engine; in which the valves and valve actuating mechanism shall be so constructed as to be noiseless in operation; in which said valve actuating mechanism is arranged to be thoroughly water jacketed and not subject to the extreme heat conditions imposed on valves locatedin the combustion space or which inclose the flame during the power or ex'hauststrokes; in which said valve mechanism has the ports spaced around the valves and uses the same ports for exhaust and intake of fuel, thereby coolin said valve ports and requiring smaller va ves than if separate ports are used'on opposite sides; and in which said valves and valve actuating mechanism as well as other adjuncts of said engine and especially the electrical apparatus, are inclosed, thereby excluding all foreign matter from their working parts.

With these objects in view, the invention consists in certain features of novelty in the Specification of Letters Patent.

Patented Aug. 26, 1919.

construction, combination and arrangement of parts by -which the said objects and cerrain other objects which will hereinafter appear are attained, the invention being more particularly pointed out in the claims.

In the drawin s accompanying and forming a part of this specification, a sectional elevation of my improved engine on .line K-K of Fig. 3, showing the valve mechanism and inclosed water pump and magneto on one side and the carbureter and exhaust pipe on the other. Fig. 2, is a partial sectional elevation on line HH of Fig. 3, and the part inclosed by FG is a section on line FG of Fi 3. Fig. 3, is a side elevation, partly in full and with the cover inclosing the magneto and water pump removed and partly in section as follows: at A as on line A of Figs. 1 and 2; at B as on line B of Fig. 1; at C as on line C of Fig. 1; at D as on line D of Figs. 1 and 2 and at E as on line E of Figs. 1 and 2.

Fig. 4, is an enlarged sectional elevation of the valve mechanism as shown in Fig. 1, with the ports in the sleeve valve beginning to register with the combustion chamber and so open to exhaust the gases and showing a diagrannnatic arrangenlent of the valve crank shaft and valve connecting rods. Fig. 5, is a reduced sectional elevation of a part of the cylinder and piston shown in Fig. 1, and showing a diagrammatic arrangement of the connecting rod and main crank shaft at the beginning-of the exhaust corre sponding to the position as shown by the valves in Fig. 4. Figs. 6 and 7; 8 and 9; l0 and 11 are similar views to those shown in Figs. 1 and 5 but at the closing of the exhaust, opening of the inlet ing of the inlet ports respectively.

In the figures, 1 is the engine crank case and having arms 2, 2, etc., for supporting the engine; 3 is the crank shaft having journals 4, 5, 6 'and7 and supported in said crank case in suitable bearings, the center ones of which show at 8 and 9 in Fig. 3; said crank case bearings having caps 10, 11, 12 and 13. 14 is an oil reservoir connected to the bottom of the crank case and having an oil well 15. 16, 16, 16, 16 are pockets for holding oil from which the connecting rods 17, 17, etc, take oil and also splash it up on the cylinder walls by means of the tubes 18, 18, etc. 19, 19, etc., are openings to convey the oil into the oil well 15. 20

Figure 1 is p 39 and wiring 40 from the magneto are conthe oil level in the oil is an oil pump for circulating the oil in any approved manner to all the bearing surfaces as required and from which the oil is returned to be strained and again circulated.

' 21 is the oil pump shaft having its upper 23 is a float on an oil gage of a usual type and having a portion extending up into the housing 24 with a glasslfront for showing 25 is a spiral gear between the bearings 8 and 9 f he crank case and fastened to the crank shaft 3 by means of a flange 27 'Fastened on the lower end of the vertical shaft 22 is a spiral gear 26 which meshes with, and is driven by,'spiral gear 25. 28

and 29 are a pair of spiral gears, 28 being the driver and fastened on shaft 22 and 29 being the driven and fastened on shaft 30 for driving the magneto 31 and the water pump 32, both magneto and pump being of any suitable type. 33 and 34' are another pair of spiral gears, 33 being the driver and fastened to-the upper end of shaft 22 and 34 being the driven and fastened to the valve shaft 35 for driving the valve mechanism.

The valve shaft 35 as shown is a small crank shaft and is of any suitable construction but is preferably made in two pieces and joined by means of the spiral gear 34. 36 and 37 are lower and upper bearings for shaft 22. 35' is a cover for valve shaft'35. Valve shaft 35 must run at one half the crank shaft speed while the vertical shaft 22 can be run atany suitable speed desired, the spiral gears being adapted to give suitable ratios by the different tooth angles used. The driving gears 28 and 33 are preferably smaller than the corresponding driven gears 29 and 34.

38 shows a timer, the wiring from which veyed to the spark plugs 41, 41, etc., and 42, 42, etc., respectlvely by means of a carrier 43. 44 1s a tube for carrying water to the pump 32, and 45 and 46 are tubes forv car-- rying the waterfrom the pump to the engine cylinders in the usual manner. 47 is a manifold for carrying the heated water away from the cylinders.

48 is a cover to inclose-the magneto 31 and all wiring 40 to the spark plugs 42, 42,

etc., while 49 is a cover for the timer 38 and WlIlDg 39 tothe spark plugs 41, 41, etc. Any other electrical apparatus mounted on the engine, as a generator, may also be inclosed in like manner, thereby excluding all moisture, dust and dirt. 1

a 50 is a starting handle of the usual type. 51 is a housing for supporting the starting handle shaft and covering a pulley from which a belt runs through two openings 52 (one of which is shown) to a pulley (not shown) and which may be supported on pad 53. i '54 is a fly-Wheel, shdwn coveredby the crank case and oil reservoir. 55 is a gear case for a transmission of any suitable construction. 56 is a breather and oil feed pipe mounted on the crank case for equalizing the air pressure in thecrank case and for feeding oil into the crank case When necessary.

'57 is the cylinders gine cast an blocas a convenient means of construction. The parts of all the cylinders and their valve mechanism is the same; therefore the parts of number 1 cylinder which is shown in section in Figs. 1 and 4 to 11 will be described, The other cylinders 1n order are 2, 3 and 4.

58 is the cylinder wall; 59 the water jacket space which extends around the valve mech-' anism as well as the cylinder; 60 the water of a four cylinder en jacket wall; 61 the compression space in the cubic content. The compression space 61 plus the volume swept by the piston makes up the total combustion space and is clearly represented in Figs. 5 and 11. 64 is a carbureter taking a portion of its air supply from the crank case 1 by means of an opening 65. 66 is a screen in the opening 65. 67 is one, of two branches from the carbureter 64 which carries a fuel charge to cylinders number 1 and 2 by means of a passage 68 between said cylinders 1 and 2 and to the chambers 69, 69, surrounding the valve mechanism of the two cylinders. branch 67 (not shown) from the carburete'r to a passage68 carries the fuel to thecylinbe drawn into and out of communication a cup shaped depression- A similar V etc., spaced around it which can with the pocket 62 of the compression space 61 73, 73, etc., is another row of ports spaced around the sleeve valve 71 and which communicate with the chamber 69. 74 is a bushing surrounding the exhaust end of the sleeve valve 71 and holding in place the packing rings 75, 75, etc., which serve to make a tight joint between the exhaust end ofthe said valve and the pocket 62. The rings 75, 75, etc., spring in against-the outer surface of the valve 71 and may have spacers 76, 76, etc., as shown. The rings 75, 75, etc.,

for cylinders 3 spacers 76, 7 6, etc., and bushing 74 are held in place by means of the exhaust pipe 70.

Between the pocket 62 and the chamber 69 is a lock ring 78 for holding in place the packing rings 79, 79, etc., which serve to make a tight joint between the crank end of the sleeve valve 71 and the pocket 62. These rings 7 9, 79, etc., spring in against the outer surface of the valve 71 and may have spacers 80, 80, etc., as shown.

On the crank end of the sleeve valve 71 is another bushing'81 adapted to be moved to cover and uncover the ports 73, 73, etc., and so control the communication of the ports 73, 73, etc., with the chambers 69. 97 is a pin With a ball head and fastened in bushing 81 and connected to lever 77 on shaft 96 for moving the bushing 81. In Fig. 4 is shown the outer end of shaft 96 and having another lever 98 for operating the shaft 96 and the bushing 81 and so opening or closing the ports 73, 73, etc., to control the amount of mixture fed to the cylinders independently of the carbureter. And any cylinder can be put out of action by shutting off its fuel charge as just described and independently of the other cylinders. 7 7 (not shown), 98 and 96 are similar levers and shaft for cylinder No. 2 while 77*, 77; 98", 98 and96 96 are similar levers and shafts and 4. I 1

82 is a piston valve having an annular space 83 and rings 84, 84, etc., on its head end and rings 85, 85, etc., on its crank end for maintaining a tight joint between its outer surface and the inner surface of the sleeve valve 71. 86 is the sleeve valve connectin rod (Fig. 1) and connects the sleeve valve 7 the sleeve valve pin 87 and the crank pin 88. 89 is the piston valve connecting rod 1) and connects thepiston valve 82 to valve shaft 35 by means of the piston valve pin 90 and the crank pin 91.

In the Figs. 4 to 11 the connecting rods are all represented 'by means of a heavy line. The direction of rotation of the crank shaft 3 and the valveshaft 35 are shown by the arrows. Also the direction of motion of the working piston 63, sleeve valve 71 and piston valve 82 are shown by arrows.

In Figs. 5 7, 9 and 11, 92 is the crank pin and 93 its path which is traveled over twice to make one complete cycle of operations of the engine which consists of exhaust (position Fig. 5 to position Fig. 7) suction, (position Fig. 9 to position Fig. 11) and compression and impulse, (position Fig. 11 to Fig. 5). The two revolutions of the crank the shaft 3 or four strokes of the piston 63 tomake the cycle of operations just described, correspond to one revolution of the valve shaft 35 and during exhaust the valves move from the position in Fig. 4 to the position i Fig. 6, suction, from position Fig. 8 to 1 to the valve shaft 35 by means of' Fig.

allows for a wider range of port sizes than if the sleeve valve 71 and piston valve 82 had the same length of travel.

The piston valve crank pin 91 is preferably placed more than 90 ahead of the sleeve valve crank pin 88 and in the present instance it is shown 92% ahead of it.

In Fig. 1 the sleeve valve pin 87 is shown above the piston valve pin 90 While an alternative construction is shown in Fig. 4 in which the pin 90 is there shown above the pin 87.

In the present construction and arrange.- ment of the valves in relation to the working piston 63, the sleeve valve 71 is shown (Fig. 4) moving to the left and in a position where the ports 72, 72, etc., are beginning to open to the pocket 62 and which is the beginning of the exhaust. At this time the'crank pin (Fig. 5) is shown as being in a position 55 before the. outer dead center while the sleeve valve crank pin 88 (Fig. 4) is shown 30 before a vertical line through the center of the valve shaft. From the beginning to nearly full opening of the ports 72, 72, etc., to the exhaust, the sleeve valve 71 is seen to be moving at its greatest speed and therefore gives a quick and full opening to the exhaust. I

In Fig. 6 it will be seen that sleeve valve 71 is still slightly moving to the left but practically at rest while the piston valve 82 18 moving to the right at its highest speed and quickly closes the ports 72, 7 2, etc., to the exhaust. At the closing of the ports 72, 72, etc., to the exhaust, the crank pin 92 (Fig. 7) is shown to be at its upper dead center.

When the crank pin 92 (Fig. 9) has moved 25, he valves 71 and 82 have moved 12%, the ports 72, 72, etc., then open and a fuel arge 'is sucked from the carbureter 64 through the passage 68, chamber 69, ports 73, 73, etc., annular space 83 and ports 72, 72, etc., to the pocket 62 in the cylinder as shown by the arrows. At this time (Fig. 8)

the sleeve valve 71 is at its dead center and at rest while the piston valve 82 is still near its highest speed and gives a quick and full opening for the incoming charge.

Fig. 11 shows the crank pin 92 at 40 beyond its lower dead center at which time the suction stroke of the working piston 63 is completed and the ports 72, 72, etc., are just closed. (Fig. 10.) At this time the The opening and closing of the ports may be varied to obtain various other timing of the valves.

Obviously, various changes may be made in the particular construction disclosed without departing from the spirit of the invent1on.

claim 1. In an internal combustion engine, having a combustion chamber, in combination, a piston valve, a sleeve valve, said sleeve valve having a port, means connected to said sleeve valve below its horizontal center line to operate said sleeve valve and bring said port into'communication with said combustion chamber, to exhaust said combustion chamber, and means connected to said piston valve above its horizontal center line to operate said piston valve at a greater speed than said sleeve valve and cut off the exhaus-t from said combustion chamber.

2. In (H internal combustion engine, havmg a combustion chamber, in combination, a sleeve valve, said sleeve valve having a port, a piston valve inside of, and in contact with, said sleeve valve and overlapping said port, means to operate said sleeve valve and bring said port into communication with said combustion chamber, combustion chamber, and means to operate said piston valve at a greater speed than said sleeve valve and cut off the exhaust from said combustion chamber and then open said port, whereby a charge may be admitted to said combustion chamber at an interval after said exhaust.

3. In an internal combustion engine, having a combustion chamber, in combination with a source of fuel supply, a piston valve, a sleeve valve, said sleeve valve having a port, means to operate said sleeve valve and bring said port into communication with said combustion chamber, to exhaust said combustionchamber and means to operate said piston valve and cut oil the exhaust from said combustion chamber and then open aid port and bring said port into communication with another port in said sleeve valve and thereby establish communication between said combustion chamber, and a source of fuel supply, a sleeve surrounding said sleeve valve and means to operate said ciprocate Having thus described my invention, I

to exhaust said sleeve and thereby control the fuel from said fuel supply.

4. In an internal combustion engine, in combination, a piston valve, a sleeve valve, inclosing said piston valve, means to reciprocate said piston valve and means to resaid sleeve valve, said reciprocating means being attached to said valves ofi from their center lines and operating said piston valve at a greater speed than said sleeve valve.

5. In an internal combustion engine, in combination, a piston valve, a sleeve valve inclosing said piston valve, and means to reciprocate each of said valves, said piston valve having a greater travel than said sleeve valve. I v

6. In an internal combustion engine, in combination, a piston valve, a sleeve valve surrounding said piston valve, and means to operate aid piston valve with a greater speed than said sleeve valve, said operating means being connected to said valves on opposite sides of their common center line.

7. In an internal combustion engine having a combustion chamber and a; port in said chamber, in combination, a piston valve, a sleeve valve surrounding said piston valve, a valve crankshaft on the center line of said valves, means connected to said shaft and valves for operating said piston valve more than 90 ahead of, and with a longertravel than said sleeve valve, said means being connected to said piston valve above said center line and to said sleeve valve below said center line, whereby a quicker exhaust opening and closing, and a quicker intake opening to said chamber is obtained than when said valve connections are made on said center line. A

8. In an internal combustion engine, having a combustion chamber, in combination, a piston valve, a sleeve valve, inclosing said piston valve, means to reciprocate said piston valve and means to reciprocate said sleeve valve, whereby said piston valve has a longer travel than said sleeve and is more than 99 ahead of saidsleeve valve.

9. In an internal combustion engine, having a combustion chamber, a piston valve, a sleeve valve inclosing said piston valve, means to reciprocate each of said valves, a sleeve inclosing said sleeve valve and means to operate said sleeve, whereby said piston valve controls the opening of the intake to said combustion chamber.

10. In an internal combustion engine,

having a combustion chamber, a piston valve, a sleeve valve inclosing said piston valve, and means to operate said piston valve with a longer travel and more than 90 ahead of said sleeve valve, whereby the combined action of said valves controls the closing of the exhaust from said combusti n chamber.

11. In an internal combustion engine, having a combustion chamber, a piston valve, a sleeve valve surrounding said piston valve and means to operate said piston valve with a greater speed and more than 90 ahead of said sleeve valve, whereby the combined action of said valves controls the closing of the intake to said combustion chamber.

12. In an internal combustion engine, having a combustion chamber,'a sleeve valve having a port, a connecting rod to reciprocate said sleeve valve and bring said port into communication with said combustion chamber during each reciprocation of said sleeve valve and when said connecting rod is at or near parallelism with the sleeve valve center line, whereby the exhaust opening from said combustion chamber may be effected through said port at the greatest speed, a piston valve in said sleeve valve, said piston valve having an external annular space, and a connecting rod to reciprocate said piston valve a greater distance than said sleeve valve and cut oil communication of said port with said combustion chamber and then open said port to a fuel charge when said connecting rod is at or near parallelism with the piston valve center line, whereby the exhaust from said oombustion chamber through said port may be terminated and a fuel charge then fed to said combustion space through said port at the greatest speeds.

13. In an internal combustion engine, having a combustion chamber, a source of fuel supply, a piston valve, a sleeve valve having a port adapted to be brought into communication with said combustion chamber, a second port adapted to communicate with said fuel supply, a sleeve adapted to control the said second fuel supply port and means to operate said sleevewhereby fuel supply may be varied or entirely cut off.

14. In an internal combustion engine having a combustion chamber and a port into said chamber, in combination, a piston valve having an expanding ring, a sleeve valve inclosing said piston valve, a contracting ring each side of said chamber port external to, and bearing on said sleeve valve, andi means to reciprocate each of said valves, sai than said piston valve, said sleeve valve having a port adapted to be brought into communication with said combustion chamber, whereby the exhaust and fuel charge from, and to, said combustion chamber may be effected through said port.

15. In an internal combustion engine having a combustion chamber, and a port into said chamber, in combination, a piston valve having expanding rings, a sleeve valve having a port adapted to communicate with said combustion chamber, contracting rings each side of said chamber port, and

sleeve valve having a shorter travel I external to, and bearing on said sleeve valve, and means to reciprocate each of said valves, said piston valve having a longer travel than said sleeve valve, whereby said port acts first as an exhaust port and then as an inlet port.

16. In an internal combustion engine, having a combustion chamber and a port into said chamber, a piston valve, a sleeve valve surrounding said piston valve, with means external to said sleeve valve to keep a tight joint between said chamber port and said sleeve valve, and means to reciprocate each of said valves, said piston valve having a greater speed than said sleeve valve, whereby said valves control the exhaust and fuel charge to said combustion chamber and are positively timed at all speeds.

17. In an internal combustion engine, having a combustion chamber, in combination with a source of fuel supply, a sleeve valve having a port adapted to communicate with said source of fuel supply and said com- .bustion chamber and a sleeve inclosing said sleeve valve adapted to control said port in said sleeve valve.

18. In an internal combustion engine, having a combustion chamber, in combination with a source of fuel supply, a piston valve, a sleeve valve, said sleeve valve having a port, means to operate said sleeve valve and bring said port into communication with said combustion chamber, to exhaust said combustion chamber and means to operate said piston valve and cut ed the exhaust from said combustion chamber and then open said port and bring said .port into communication with another port in said sleeve valve and thereby establish communication between said combustion chamber, and a sourceof fuel supply, said piston valve having a longer travel than said .sleeve valve.

19. In an internal combustion engine, having a combustion chamber, a piston valve having one closed end, a sleeve-valve inclosing said piston valve, crank pin means to reciprocate each of said valves, said piston valve having a longer travel than said sleeve valve, whereby said piston valve controls the opening of the intake to said combustion chamber.

20. In an internal combustion engine, having a combustion chamber, a piston valve having one closed end, a sleeve valve inclosing said 'piston valve, crank pin means to reciprocate each of said valves, said sleeve valve having a shorter travel than said piston valve, whereby the combined action of said valves controls the closing of the exhaust from said combustion chamber.

21. In an internal combustion engine, having a combustion chamber, in combination, a piston valve with one closed end, a sleeve valve inclosing said piston valve, crank pin means to reciprocate said sleeve valve and crank pin means to reciprocate said piston valve at a greater speed than said sleeve valve, said sleeve valve controlling the opening of the exhaust from said combustion chamber.

22. .In an internal combustion engine, having a combustion chamber, a piston valve with one closed end, a sleeve surrounding said piston valve, crank pin means to reciprocate each of said valves and operate said piston valve with a greater speed than LUOIAN o. JAcKson Witnesses:

CHARLES B. MoUL'rHRor,

LITA V. MCBRIDE. 

